Airbus high speed protection

[roofdog]

What happens if in the cruise (auto pilot engaged) you apply TOGA thrust? High speed protection should engaged and auto pilot disengage....nose pitch up to prevent overspeed? Then what eventually reduces the thrust, assuming it's left in TOGA?

Thanks

[KayPam]

Hi
I dont know any engine protection which would reduce to mct.
However, the high speed prot will induce a climb to reduce speed

[mcdhu]

TOGA is TOGA and there's nothing the A/Thr can do about it.

[Nick 1]

Setting TOGA after FLX/MCT a/thr will disconnect and revert to armed , i think protection will add nose up a/p disconnect ,with TOGA until power is manually reduced , in this scenario.

[vilas]

won't disconnect but will become armed from active and will remain so.

[tdracer]

Not sure about Airbus (although I'd be mildly surprised if it's different), but on Boeing TOGA isn't defined outside of the Takeoff envelope (above 250 knots and 15k-17k altitude, depending on the aircraft model).
Above that, full forward throttle gives Max Con.

[SADDLER]

Hi
Nothing happens, except for toga flashing in white.

[vilas]

Hi
Nothing happens, except for toga flashing in white.why will it flash? It will only show MAN TOGA

[FlightDetent]

Maybe he ment LVR CLB? With A/THR armed, it is not beyond my imagination ...

[SADDLER]

Hmmm
As as far as I can remember it was toga flashing in white.
Could be wrong.

[SloppyJoe]

Then what eventually reduces the thrust, assuming it's left in TOGA?

Hopefully the idiot siting in the seat at the front will reduce it, after seeing what happens if he does this to see what will happen.

[vilas]

Maybe he ment LVR CLB? With A/THR armed, it is not beyond my imagination ...FD for lever climb to flash you need THR RED altitude. It cannot happen at in cruise phase.

[sonicbum]

What happens if in the cruise (auto pilot engaged) you apply TOGA thrust? High speed protection should engaged and auto pilot disengage....nose pitch up to prevent overspeed? Then what eventually reduces the thrust, assuming it's left in TOGA?

Thanks
Protections have been designed considering the fact there are 2 rated and proficient pilots at the controls. Hopefully, like it has already been mentioned, at least 1 will think about reducing the thrust like when you're in the car on your way to the airport called from stby and you lift your foot off the pedal when you see the cops.

[vilas]

tdracer
but on Boeing TOGA isn't defined outside of the Takeoff envelope (above 250 knots and 15k-17k altitude, depending on the aircraft model).
Above that, full forward throttle gives Max Con.
In airbus chart TOGA is given up to FL145. But MCT and MAX CLB are given up to FL390 but the difference between them is of the order of .3/.4 %N1. At cruise level TOGA and MCT should be same.

[FlightDetent]

lever climb to flash you need THR RED altitude. It cannot happen at in cruise phase. Oh yes it can. DSC-22_30-100 "B" LVR CLB flashing white - Request to set the thrust levers in CL detent in the case not in position while the aircraft is above the altitude of thrust reduction with both engines running.

Whenever the A/THR is armed and the TLs are not in the CLB detent, you'd get told by the aircraft they're not where expected. The first instance is passing ACC ALT in after take-off, indeed.

[vilas]

FlightDetent
Oh yes it can. DSC-22_30-100 "B" LVR CLB flashing white - Request to set the thrust levers in CL detent in the case not in position while the aircraft is above the altitude of thrust reduction with both engines running.
The discussion is about cruise phase with thrust levers in TOGA. You have transited TO phase and you are not in GA phase. There is no thrust reduction altitude in cruise.The statement you have quoted is not applicable in cruise phase.

[sonicbum]

FlightDetent

The discussion is about cruise phase with thrust levers in TOGA. You have transited TO phase and you are not in GA phase. There is no thrust reduction altitude in cruise.The statement you have quoted is not applicable in cruise phase.
Correct. In addition with 2 engines running past the CLB detent you are out of the A/THR active zone so the system lets you use any other thrust setting position you may require (MCT or TOGA) although as stated before the increase in thrust specifically at high altitude is minimal.

[Groundloop]

I may be wrong but I thought I read somewhere that Airbus modified the logic in the A380 and A350 and overspeed protection on these aircraft does reduce thrust automatically.

Can anyone confirm this or tell me I'm wrong?

[vilas]

Up to A330 when ATHR is blue there is no protection. But with ATHR active may be in THR CLB or THR IDLE and if you do not fly FDs properly and speed reaches either MAX speed or drops below VLs the FMA is removed and ATHR reverts to speed and managed speed target changes to selected to recover the speed.

[Gryphon]

Up to A330 when ATHR is blue there is no protection
Agree, except alpha-floor.

[sonicbum]

Agree, except alpha-floor.
I believe that since the thread is about high speed protection it is not really worth mentioning alpha floor, isn't it ? ;)

[Gryphon]

I believe that since the thread is about high speed protection it is not really worth mentioning alpha floor, isn't it ? ;)

Well, I replied just to add something to what I think is perfectly correct:

Up to A330 when ATHR is blue there is no protection. But with ATHR active may be in THR CLB or THR IDLE and if you do not fly FDs properly and speed reaches either MAX speed or drops below VLs the FMA is removed and ATHR reverts to speed and managed speed target changes to selected to recover the speed.

Where we were talking about speed dropping below Vls as well, so...

Otherwise I agree with you. :ok:

[sonicbum]

Well, I replied just to add something to what I think is perfectly correct:



Where we were talking about speed dropping below Vls as well, so...

Otherwise I agree with you. :ok:
True I have missed the part about the Vls :8

[punkalouver]

I am reading a Safety First which talks about the Overspeed Recovery Procedure in the FCOM but I can't find it. Is it just hidden away somewhere.

[compressor stall]

It’s in the FCTM. PR>AEP>MISC. but there’s no pretty picture, unlike in the Safety First article June 2019 on managing over speed events. The procedures were changed a couple of years ago if you’re reading an old safety first. I think it was in the FCOM previously

I recommend getting the Safety first app. It’s a very good portal that allows you to dig out and search articles (not just the mag PDF).

Even better is the Airbus WIN video on managing speed. Again get the app. It has a good overspeed section.

Overspeed mismanagement have have caused a large number of in flight upsets in recent times. Last 2 Airbus safety conferences have had sessions on just this topic. Your tech pilot/training dept/safety dept should be able to dig the presentations out of Airbus world.